Railway-traffic-controlling apparatus



Patented Mar. 13; 1928.

UNITED STATES PATENT or are HERBERT A. WALLACE. OF EDGEYVOOD BQBOUGH,EENNSYLVAJFTIA, ASSIGNOR TO THE UNION SWITCH dc SIGNAL COMPANY,

PORATION OLE PENNSYLVANIA.

.031" SWISSVALE, PENNSYLVANIA, A G03 RAILWAY-TRAFFIC-CONTROLLINGemanates.

Application filed August 20, 1923. Serial No. 658,196.,

ll? out the novel features thereof in claims.

In the accompanying drawings. Fig. l is a diagrammatic View showing oneform of apparatus embodying my invention. Fin 2 is a view showing amodification of the apparatus illustrated in Fig. 1 and also embodyingmy invention.

Similar reference characters refer to similar parts in each of theviews.

Referring first to Fig. 1, the reference characters 1 and l designatethe track rails of a railway over which trattic normally moves in bothdirections. These track rails are divided by means of insulated joints 2into a plurality of successive track sections of which only one completesection Al3 is shown in the drawing.

Each track section is provided witha source of track circuit currentwhich com prises as here shown a track transformer designated by thereference character T with an exponent corresponding to the location andhaving its secondary winding 4 constantly connected across the railsadjacent the left hand end of the section. Interposed between one rail 1of each section and the secondary 4 of the associated track transformeris an impedance 5, one function of which is to limit the output of thetrans,

former when its terminals are short-circuited by the wheels and axles ofa tram occupying the section. The primary 6 of each track transformer isconstantly supplied with alternating current from the secondary of alinetransformer associated. therewith and designated by the referencecharacter H with an exponent corresponding to the location. The primaryof each such line transformer is constantly supplied with alternatingcurrent from a suitable source of energy, such as a generator M, overline wires 3 and 3. Each section. also provided with a track relay. acutout relay and an auxiliary relay designated by the referencecharacters R, E

of the train.

and (t, respectively, with exponents corresponding;- to the location.Each track relay R normally connected rails adjacent the r ht hand end.of the associated section. Referringpartieularlytoy relay R3 the relayis provided wit-h acircuit which passes from 'rail l of section iii-13,through wirei, back contact 8 of cut-out relay E ,wire 9, winding oftrack relay R and wires 10 and 11 back to rail 1 of sec ticn A B. Itwill be seen that this circuit is closed only when relay E isdeenergized,

under which condition assuming section AB to be unoccupied, relav B isenergized by current supplied to the ti'aclr. rails by sec,-

ondary 4 of track transformer T The traekway apparatus herein shown anddescribed is intended for co-operation with train carried governingmeans responsiveto current flowing in the track rails. least one form ofapparatus designed to cooperate in this manner the track circuit currentin the track rails influences the governing means through themedium ofreceiving appliances located on the front of train. It is clear thatinapparatus of this nature the trackway apparatus must be so arranged thatthe source of track circuit current is at all, times connected w ththerails in advance for traffic moving from right to leftthe transformers Tare always in advance of the trains, and: in. order to provide a sourceof energy connected in. advance of trains moving: in the oppositedirection, namely, from left to right. I provide an auxiliary tracktransformer located adjacent the right hand end of each section andhere; designated by the reference character D with. a

suitable exponent. The primary of each such transformer D is constantlysupplied with alternating current from the secondary of the associatedline transformer H. Re-

ferring particularly now to section AB, a

across the track In at In Fig. 1 it will be seen that tion i\ll. thewheels back contact 15 of auxiliary relay G wires ltl and 17. winding;of relay F. and wire 18 back to the secondary of transformer I), therebysupplying track circuit current to section .\*ll. and simultaneouslyenergizing relay F. which relay thereupon closes its front contacts. Theclosing of relay E" disconnects relay it from the track section A -B byopening back contact 3. and also closes a stick circuit for relay Ewhich passes from the secondary of transformer D. through wires 12 and7. rail 1 of secand axles of the train, occup \"in s section A.ll. rail1, wire 11, back contact 13 of traclt relay R, wires 1t and 19, frontcontact 20 of relay E wires 21 and 17, winding of relay E and wire 18back to transformer D It is clear therefore that relav E is energizedonly when relays ll and G are die-energized, and is subsequently stuckor retained in its energized condition over its own front contact aslong as relay R is tie-energized even though relay G becomes energized.ith this arrangement therefore. a train moving from left to rightthrough the stretch of track shown in this drawing is supplied withtrack circuit current from a source connected with the rails in advanceof the train. The closing of the front contacts of relay E completes apick-up circuit for relay G which pauses from the secondary oftransformer II, through wires 22 and 23, winding of relay (i wires 24:and 25. front contact 36 of relay E, and wires 27 and 28 back totransformer H, thus energizing relay G Relay G is also provided with astick circuit which passes from the secondary of transformer H, throughwires 22 and 23, winding of relay G. wires 24 and 25. front contact 30of relay G. wire 31. bacl; contact $52 of track relay It. and wires 33and 28 back to transformer H. It is clear that when relay Ittie-energized and relay G is energized, relay G is retained in itscnergized position over a circuit includine its own front contact and aback contactof re lay ll but eliminating the front contact of relay E.After the train moves out of the section ,\--l,l. current fromtransfori'ner D can only pass from rail 1 to rail 1 through secondary l:of transformer T Since the voltage of this winding t is in opposition tothat of transformer D, the current flowing through transforn'ier D andhence through relay E is reduced to a value below the release point ofthis relay, which relay thereupon becomes tie-energized, opening itsfront contacts and closing its back contacts. thereby connecting relay Rwith the rails of the section. This relay thereupon cnergized. and theopening: of its back contact '13 disconnects transformer D from the ailsof the section. The energization of relay R also opens, at its backcontact 32, the stick circuit for relay G which relay becomes(lo-energized thus returning the apparatus to its normal condition.

ll'hen a train moving from right to left enters. section i\l theoperation of the apparatus the same as just described for tratlic fromleft to right but the train carried governing meansv are now suppliedwith alternating current from the transformer T" connected across therails in advance of the train and hence the operation of the apparatuslocated at point it does not atl'ect the train. The purpose of hacl;contact, 8 of relay ill in the circuit for relay It is to eliminate anypossibility of uncertainty in the operation of relay ll l in the absenceof this contact, relay R" might, under certain circumstances beintermittently energized and tie-energized when a train occupies sectionA-B.

Referring now to Fig. 2 I show one arrangement of apparatus embodying myinvcntion adapted for application to a signaling system comprisingdirect current track circuits. A direct current track relay. heredesignated by the re fercnce character with an exponent corresponding tothe location is constantly connected across the rails adjacent the righthand end of each section, and the secondary at of each track transformerT is connected in series with a track battery designated by thereference character J with an exponent corresponding to the location.Relays l and (i are controlled by the associated track relays oycrcircuits similar in all respects to those described in connection withFig. 1.. The operation of the apparatus shown in Fig. :2 is as follows:

As shown in the drawing the parts are in the position crirrespondii'igto the normal or unoccupied condition of the portion of track shown. Thesecondary 4- of transformer A and the impedance 5 offer low resistanceto the direct current from battery J, and track relay S is thereforeenergized by the direct current supplied to the rails at the oppositeend of the section. Relays l3 and G are tie-energized, andtJtlDSfUill'lQl D" is disconnected from the track section. Under theseconditions alternating track circuit current is supplied to the railsfrom the transformer T Tratlic moyin; from right to left is thereforesupplied with alternating: current from a source in advance of thetrain. If a train moving from left: to right enters section Al3 at pointA. its wheels and axles will shunt the track circuit current sul'iplicdby battery J and transformer T llelay S. no longer receiving directcurrent. will be (lo-energized. The closing of bacl: contact 13 of relay8 closes the circuit for transfm'mcr D and relay E". this relaytherefore becoming energized. and closing its stick circuit over its ownfront contact 520. The closing of front contact 26 of relay E Ill Inn

completes the pickup circuit for relay G which thereupon becomesenergized and closes its stick circuit over its own front contact 30 andback contact 32 of track relay S. It will be plain that under theseconditions tratiic moving from left to right through section Al5 will besupplied with ulternating track circuit current from trans former Dconnected with the rails of the section in advance o! the train. litterthe train leaves the section at point B the current supplied bytransformer I) can pass from rail 1 to rail 1 only through transformer Twhich is in Voltage opposition. The current through transformer D andhence through relay E is considerably reduced therefore and this relaybecomes deenergized. The opening of trout contact 20 of relay Edisconneets transt'ori'ner D from the track rails. Direct currentfrombattery J picks up relay S which opens, at its back contact 32, thestick circuit for relay G which thereupon becomes tie-energized andreturns the apparatus to normal condition.

Alilltlllgll l have herein shown and described only two forms oi.apparatus embodying my invention, it understood that various changes andmodifications may be made therein within the scope of the appendedclaims without departing from the spirit and scope of my invention.

l laving thus described my invention, what 1 claim is:

l. in combination, a section of railway track, a source of alternatingtrain governing energy constantly connected across the rails of saidsection, a second sourceof alternating train governing energy, and meansfor connecting said second source across the rails only when suchsection is occupied by a train.

2. ln combination, a section of railway track, a source of alternatingtrain got' ernins QllGl'g'y constantly connected across the rails ofsaid section, a second source of alternating train governing energy, andmeans normally iuctlective but effective when saic section is occupiedby a train for connecting said second source across the rails of saidsection.

3. in combination, a section of railwa track, a source of energyconnected with the rails adjacent one end of said section, a trac relayconnected with the rails adjacent the other end of said section andresponsive to energy from said source, a cutout relay associated withsaid track relay, a second source or energy, an auxiliary relay, meanscm'itrolled by said track relay and said auxi liary rcla for supplyingcurrent to the rails o't' said section and to said cut-out relay, meanssubsequently controlled by said track relz and said cut-out relay forsup fiying current to the rails of said section and to said cut-outrelay, means controlled by said out-out ,relay tor energizing saidauxiliary relay, and means cont-rolled by said track relay forsubsequently maintainingsaid auxiliary relay in such energized conditionuntil the track relay becomes energized.

:i. in combination, a section of railway trac a cut-out relay for saidsection, an an. .ry relay controlled by said out-out rcl and meanscontrolled by said auxiliary rel, y and by trallic conditions in saidsection for supplying current to the rails of said section and to saidcut-out relay in fri k 'it. i

5. In combination, a section of railway track, a cut-out relay for saidsection, an auxiliary relay controlled by saidreut-out relay,meanscontrolled by said auxiliar relay and by tratlio conditions in saidsection for supplying current to the rails of said section and to saidcut-out relay inseries, and means controlled only by trallie conditionsin said section for subsequently supplying current to the'ra-ils of saidsection and to said cut-out relay. i

6. In coml'iimition, a section of railway track, means for supplyingcu'rent to said section, and means effective upon asubstantial decreasein the strength 01 such current for interrupting said supply.

-'i'. In combination, a section of railway track, a relay :ssociatedwith said section, means controlled by said relay for supplying currentto said section, and means responsive tothe strength of said current.for

iuterru )tlll" said su 3 )l and for coutrollin a: Y a

said relay. o i

8. In combination, a section of railway track, a relay HSSOClZltGCl withsaid section,

means controlled by said relay andby traflie conditions in said sectionfor supplying current to said section, and means responsive to thestrength of said current t'orattimes removing said relay from thecontrol of such current and at other times for interrupting suchcurrent.

9. In combination, a track, a track relay for said section, a secondrelay for said section, means controlled by said two relays forsupplying current to said section, and means responsive to the strengthof said current for at times removing said second relay from the controlof such ourrent? 10. In combination, a section of railway track, a trackrelay for said section, a second relay for said section, meanscontrolled by said two relays for supplying current to said section,means responsive to the strength of said current for at times removingsaid second relay from the control of such current, a pick-up circuitfor said second relay in cluding a contact controlled by said lastmentioned means, and astick or retaining section of railway circuit forsaid second relay including a contact controlled by said track relay.

11. In combination. a stretch 0t railway track. means for supplying"trains moving; in one direction through such stretch with alternatingtrack circuit current from a source of energy constantly connectedacross the rails in advance ot the train. a se-ond energy source. andmeans for connecting said second source across the rails in advance oftratiic moving in the opposite direction and for disconnecting saidsecond source when tratlic passes the point. where said second source isconnected with said stretch.

12. Railway tratiic controlling apparatus comprising a section otrailway track. a source of track circuit current constantly connectedwith one end of the section. a second source of energy for the section;a track relay. a cut-out relay and an auxiliary relay for the section:means controlled by the track relay and cut-out relay for operatin; thesaid auxiliary relay: a circuit including the said second source. thecut-out relay. a contact operated by the track relay. a coin tactoperated by the auxiliary relay, and the rails of the section in series:and a second circuit including the said second source. the cut-outrelay, a contact operated by the cutout relay. a contact operated by thetrack relay and the rails of the section in series.

13. Railway traffic controllin; apparatus comprising a section ofrailway track. a source of track circuit current constantly connectedwith one end of such section. a second source of energy for saidsection: a track relay, a cut-out relay and an auxiliary relay for saidsection; means controlled by the track relay and cut-out relay toroperating the auxiliary relay; a circuit for said section including thesaid second source. the cut-out relay, a contact: operated by the trackrelay, a contact operated by the auxiliary relay, and the rails of thesection in series; a second circuit for said section including the saidsecond source, the cut-out relay. a. contact operated by such cut-outrelay. :1 contact operated by the tracl; relay and the rails of thesection in series: and means for preyenting the mer-energizalion of saidtrack relay by the said second source.

1- Railway traliic coutrolliiu; apparatus comprising a section ofrailway track. a source of track circuit current constantly connectedwith one end of such section. a. second source of energy for thesection: a. track relay, a cut-out relay and an auxiliary relay for saidsection: means controlled by the track relay and cut-out relay foroperatin; said auxiliary relay: a cir uit for each rectiou inclndin; thesaid second source. the cut-out relay. :1 contact. operated by the trackrelay. a contact operated by the auxiliary relay. and the rails of thesection in series; a second circuit for each section including the saidsource. the cut-out relay. a contact op erated by the cut-out relay. :1contact operated by the track relay and the rails of the section inseries: and means controlled by said cut-out relay to at timesdisconnecting the track relay from the section.

15. In combination. a section of railway track. a source of energyconstantly connected across the rails of said section. a track relaynormally connected across the rails of the section. a second source ofenergy. and means for at times connectiiu: said second source across therails of said section and disconnecting: said relay from said section.

In testimony whereof I atlix my signature.

HERBERT A. \VALLACE.

